Retaining-valve.



No. 654,987. Patentemuly 3i,4 |900.

- J. s. LAmsu.

R'ETAINING VALVE.

u (Application lgd Oct. 7', 1899.)

2 sums-shea: l.

(No Nudel.)

T0 TRMN PIPE FIGA;

me nonms PETERS co.. Haro-umol. WASHINGTON. n. c.

PATENT rrrcn.

JosErI-I s. LAPIsH, on sAL'r LAKE orrr, UTAH.

srnclrcnfrron refilling part of Letters Paet No. 654,987, daten Jiye1, 1900. Appnmiuntnd come: 7,1399. semina. 732,903. (Nomaden To all whom/ it may concern.' l i Be it known that I, JosEPn S. LAPIsH,`of Salt Lake City, in the county of 4Salt Lake and State of Utah,` have invented a new and Improved Retaining-Valve, of which the following is a full, clear, and exact-description.

The invention relates to` iiuid pressure i brakes of the Westinghouse type, and more particularly to retainingvalvesV such 'as shown and described in the Letters Patent of the United States No. 637,134, granted to me on November 14, 1899.

The object of the present invention is to provide a new and improved retaining-valve designed to retain the air-pressure in the brake-cylinder While the auxiliary reservoir is recharged and toavoid awaste of air when the brakes are released.` A

The invention consistsof novel Vfeatures and parts and combinations of the same, as will be fully described hereinafter and then pointed out in the claims.

A practical embodiment ofV the invention is represented in the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure l is a sectional side elevation of a quick action freight triple valve provided with the improvement and with the triple valve in running position, the section being on the line l l in Fig. 4. .Fig 2is a transverse section of the same on the line 2 2 in Fig. 1. Fig. 3 is an inverted plan viewof the main valve of the triple valve. Fig. 4 is a sectional plan view of the improvement on the line4 4 in Fig. 2. Fig. 5 -is a sectional side elevation of part of the improvement with the triple valve in an emergency-application position. Fig. 6 is a like View of the same with the triple valve in a service-application position. Fig. 7'is an inverted sectional plan viewof V, the retaining-valve cylinder and connected parts, the section being on the line 7 7 in Fig. 2. Fig. Sis a sectional side elevation of the same on the line 8 S in Fig. 2, and Fig. 9 is a similar view of the same on the line 9'9 in Fig. 2. I

The triple valve is provided with the usual triple-valve body A and a main slidewalve B, moving on aslide-valve seat C, having in its bottom the yusual ports a Z7 c for making cured on the ends of the cylinder F. Fig. 2.)

t #the regular connections with the brake-cylf indeigthe emergency piston-chamber, and the enhaust-port, respectively'.v The brake cylinder exhaust-port c, instead of opening to the outer ail-,connects by a pipe D with achan nel d, formed transversely in a bushing or cylindrical packing E, (see Figs. 2, 7, and 9,)

contained in a retaining-valve cylinder F, se-

cured to or forming part of the triple-valve bodyA and preferably arranged transversely thereon, as is plainly indicated in Fig. 2. The channel d registers at all times with a series of ports e, formed in the peripheral Wall of a cylinder Garranged within the bushing orI packing F., the outer ends of the cylinder F, the bushing E,and the cylinder G being closed by caps F and F2, screwed or otherwise se- (See In the interior of the cylinder G is mounted to travel a piston H, having a piston-rod H fitted to slide with its forward end in a bear- AingF, carried by the cap F2, and on said piston-rod H' is coiled a spring H2 for normally holding the piston H in an outermost position, with the end H3 of the piston-rod abutting against the cap F', as shown in Fig. 2, the piston H then standing at the right of the port e and at the left of a port f, registering with a curved groove o r channel g, formed in the bushing E. (SeeFig. 7.) The forward end of the channel g Vregisters with a port 7L, eX- tending through the body A and the top of the slide-valve seat C, (see Figs. l, 2, 5, and 6,) and the lower end of the port h is adapted to register witha port in a slide-valve B, operated by the same piston that operates the slide-valve B to connect with the port t', connecting with the auxiliary reservoir at the time the triple valve is in an emergency-application position, as shown in Fig. 5. The port h is also adapted to register with a channelj in the top of the slide-valve B at the time the triple valve is in a serviceapplication position, as shown in Fig."6, 'said channelfj then also registering with a port 7c," extending Nfrom the top of the seat() and thebody'A to reg- IOO small leakage-aperture opening to the outer` air.

When the triple valve is in a running position, as shown in Fig. 1, then the port la is not in register with the channel j, andhence the two ports h and la arenot connected with each other while the triple valve is in this position; but when the triple valve moves into service-application position, as shown in Fig. 6, then the two ports h and k are connected with each other, and consequently the righthand end of the cylinder Gis open tothe outer air by way of the port f, channel g, port h, channel j, port k, channel l, port n, and-outlet I. When the triple valve is in an emergency-application position, as shown in Fig.

' 5, then air from the auxiliary reservoir can pass by way of the ports 11h., channel g', and port f into the'right-hand end of the cylinder F to press against the piston H and force the same to the left beyond the porte `and against the tensionof the spring H2. After this has taken place and the engineer desires to re-` charge the auxiliary reservoir he can do so, without releasing the brakes, by moving the triple valve back -to the ordinary running pesi'- ti'on (shown in Fig. 1) to recharge the auxiliaryreservoir inthe usual manner. W hen the slide-valve B lmoves into this position, the right-hand end ofthe cylinder G is-cut oi from the auxiliary reservoir and from the outer air 5 but the air-pressure in the cylinder is now open tothe brake-cylinder by way of the port e, channel d, pipe D, port c, and channel o in the valve B and connected with the port a for makingbrake-cylinder connection. Thus while the recharging of the auxiliary reservoir takes-place the brake-cylinder is in communication with the cylinder G, containing. airfrom the auxiliary reservoir, but now cut off therefrom, as above explained. This operation can be'repeated as often as desiredthat is, the engineer can make alternate emergency applications and recharge the auxiliary-` reservoir without releasingthe brakes du ring the recharging of the auxiliary reservoir.

. When service application is made, as shown in Fig. l6 and the ports a and c are cut off from each other, then the air leaks out from the right-hand end of the cylinder by way of the port f, channel g, port h, channel j, port k, channel Z, port n, and outlet` I, as above explained, so that the spring H2 returns the piston H back to its normal position. (Shown in Fig. 2.) The extreme left-hand end of the cylinder G is provided with an exhaust-pipe J, so that when thetriple valve is in the service-application position, as shown in Fig; 6, the emergency piston-chamber is connected by theport b, channel o, port c, pipe D,chan nel d, port e, and cylinder G with the exhaustpiped.

From the foregoing it is evident thatin the regular-service workin g of .the brakes the piston Hin the retaining-cylinderis notamoved, the air simply releasing through the regular retainers; but if at any time it should be desired to recharge the auxiliary reservoir without releasing the brakes it is only necessary to reduce the train-pipe pressure sufficiently to allow the auxiliary-reservoir pressure to compress the spring in the cap on the triple valve, thus drawing the slide-valves to their extremepositions, so that air will be admitted to force the piston H in an outward direction. Ifpressure is restored in the train-pipe while the piston in the retaining-cylinder is in this outer position, then the slide-valve B will be forced to a release position before the air in the retaining-cylinder G has had time to leak out andthe brake-cylinder willbecome connected by the retaining-cylinder with the retaining-piston H between the ports e and f, so that the pressure in the-brake-cylinder w'ill be retained by the pistonH in the retainingcylinder, and the auxiliary reservoir can then be recharged without releasing the brakes. If the slide-valve B- is-brought to'. service-application position, air will leak outof the retaining-cylinder, as before explained, and the retaining-piston H will be moved beyond the port e` back to the positiony shown in Fig.

2. v In case an emergency application is acci-- dentally made,thereby closing the emergency retainer, and it should be desired to release the brakes without rechargingthe auxiliary reservoir it will simply be necessary for the engineer to restore the pressure in the' trainpipe equal to that of the auxiliary reservoir,-

until the air in theretaining-cylinder Grle'aks out but when the slide-valve B is `brought into emergency-application position then the leak-port will be closed while air is supplied It is understood from the for'ego-v IOO IIO

to the retaining-cylinder, therebyavoiding waste nof air. l

In my previous patent,- above referred to, air was supplied to the-retaiuing-eylinder by the opening of the graduating-valve,- and the supply of air to the retaining-cylinder was not shut 0E until the graduating-valve closed, and as the leak-port in my previous device is open all the time during the time the slidevalve is in service-application position: and the graduating-Valve is open and air is admitted to the retaining-cylinder there lis an unnecessary waste of air, which is' completely avoided in my present device, as the opening of the graduating-valve has nothing to do 'with the supply of air to .the retaining-'cylinder, and theleak-portisnot opened until air' is shut on. from the retaining-cylinder.-

From the foregoing it is also understood that when the brake is applied with full force and the train-pipe left empty, as is the case when the train breaks in two, then the full IZO on the retaining-cylinder piston the same as to the triple-valve piston and the brake-cylinder piston, so as to hold the piston at the farther end of its cylinder, and thereby keep the brakes applied. It will also be seen that air is not shut off from the retaining-cylinder un'- til the graduating-valve closes, which it will not do when train-pipe pressure is reduced beyond a certain point, thus giving trouble in releasing. This is a serious defect in the working of the device covered by my patent referred to, as well as the defect of having to delay retaining the brake until air has leaked outof the retaining-cylinder after the graduating-valve has closed.

' Having thus fully described my invention, I claiml as new and desire to secure by Letters Patent- 1. A retaining-valve for a brake-cylinder, comprisinga retaining-cylinder, and asprin gpressed piston therein in combination'with an auxiliary slide-valve operatively connected with the triple-valve slide-valve arranged for allowing the auxiliary-reservoir pressure to passinto the said cylinder, to force the said piston therein in one direction into a closed posilion when the said slide-valve is in an emergency position, the said piston being moved in an opposite direction by its spring,to bring the piston back into an open or normal position as the air contained in the retaining-cylinder and whichV moved the piston forward leaks out, substantially as shown and described.

2. A retaining-valve for a brake-cylinder comprisin ga retaining-cylinder, anda springpressed piston therein in combination with an auxiliary slide-valve operatively connected with the triple-valve slide-valve arranged for allowing the auxiliary-reservoir pressure to pass into the said cylinder, to force the said piston therein in one direction into a closed position when the said slide-valve is in an emergency position, the said piston being moved in an opposite direction by its spring, to bring the piston back into an open or normal position as the air contained in the retaining-cylinder and which moved the piston forward leaks out, and the piston beginning its return or opening stroke when the said auxiliary slide-valve is returned to service application position, substantially as shown and described.

8. -A Huid-pressure brake, provided with a triple-valve slide-valve and an auxiliary valve moving in unison therewith,and having a port for connection with the auxiliary reservoir, a retaining-valve cylinder connected at one end with said port when the triple valve is in an emergency position, and a piston in said cylinder, and adapted to be forced outward by `the pressure from the auxiliary reservoir by way of said port, the piston then closing the brake-cylinder exhaust, the retaining-cylinder connecting with the brake-cylinder when said slide-valve is shifted to recharging position, to retain the pressure in the brake-cylinder, substantially as shown and described.

4. A fluid-pressure brake, provided with a triple slide-valve, an auxiliary slide-valve carried by and moving in unison with the tri ple-valve slide-valve actuated by the triplevalve piston, the said auxiliary slide-valve having a channel and a port for connection withthe auxiliary-reservoir pressure,a retainingcylinder, and a spring-pressed piston therein, and adapted to be forced outward by the auxiliary-reservoir pressure at the time the triple valve moves into an emergency position, the exhaust end of the cylinder being connected by way of said channel with the outer air the time the triple valve is in service application, and said retaining-cylinder connecting with the brake-cylinder at the time the triple valve is in an auxiliary-reservoirrecharging position, substantially as shown and described.

5. A retaining-valve for a brake-cylinder,

comprising a slide-valve on the triple-valve slide-valve and operated by the piston thereof, a retaining-cylinder and a spring-pressed piston therein, and moved in one direction into a closed position by auxiliary-reservoir pressure when the said triple-valve slide-valve is brought to an emergency-application position and moved in the opposite direction by its spring, to bring the piston back into an open or normal position as the air contained in the retaining-cylinder and which moved the piston forward leaks out, the said piston be- IOO ing arranged to remain in a closed position-- while the auxiliary reservoir is recharge'd'and only beginning its return or opening stroke when the triple valve is returned to a service application, the arrangement permitting of recharging the auxiliary reservoir to any pressure and in any desired time, without releasing any air from the brake-cylinder, substantially as shown and described.

6. A fluid-pressure brake, provided with a retaining-cylinder forming the escape of the brake-cylinder, a piston in the said cylindei:1

and an auxiliary valve moving in unison with` the triple-valve slide-valve and controlling a connection between the said-retainingcyl inder and the auxiliary reservoir, to permit of forcing the said piston outward by pressure from the auxiliary reservoir when the triple valve is in an emergency position, the piston then closing the brake-cylinder escape, the said auxiliary slide-valve also controlling an outlet-port for the retaining-cylinder, to connect the latter with the open air when the triple valve is in service-application position, substantially as shown and described. 7. A duid-pressure brake, provided witha retaining-cylinder forming the escape for the brake-cylinder, a piston in the said cylinder, and an auxiliary valve moving in unison with the triple-valve slide-valve and controllinga connection between the said retaining-cylinder and the auxiliary reservoir, to permit of IIO forcing the said piston outward by pressure' from the auxiliary 'reservoir when the triple valve is in an emergency position, the piston then closing the brake-cylinder escape, the saidauxiliary slide-valve also controlling an outlet-port for the retaining-cylinder to connect the latter with the open air When the triple valve is in service-application position, and a spring for returning the piston to open the brake-cylinder escape, substantially as shown and described. i

8.l A retainingfvalve, comprising a retaining-cylinder, means for connecting the said retaining-cylinder with the brake-cylinder, to form the escape therefor, and a slide-valve moving with the triple-valve slide-valve, for connecting the said retaining-cylinder With auxiliary-reservoir pressure, and a springhi JosEPI-I s. XS LAPisH.

mark Vitnesses:

D. N. STRAUP, J. W. LAPIsH. 

